Electrical control system for overheated bearings on trains



1.. DAY ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ON TRAINS 3Sheets-Sheet 1 Filed Sept. 6, 1947 INVENTOR.

DAY

wm U2 J L. DAY Feb. ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ONTRAINS Filed Sept. 6, 1947 3 Sheets-Sheet 2 4 0 V 4 18:, 170 2A; 5 J80 HZ LX /H 6* m:

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m entor LESLIE D [Pg 33 I J 7 WM attorn y 3 Sheets-Sheet 3 DAY L.ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ON TRAINS Feb. 17,1953 Filed Sept. 6, 1947 1NVENTOR.

LE 5 L IE DA Y Patented Feb. 17, 1953 ELECTRICAL CONTROL SYSTEM FOROVER- HEATED BEARINGS. ON TRAINSI Leslie'Day, Chicago, 111., assignor ofone-halflto Lamar L. Day, St. George, Staten Island, N. Y.

Application September 6, 1947, Serial No. 772,489

(C1. Zed-1 69 '7 Glaims. 1

This invention relates generally to imnrovements in electrical controlsystems and relates more particularly to improvements in electricalcontrol systems for railroad trains and the like, certain. subjectmatter herein di closed being claimed in anplicants ccnendingapnlication for Switch Mechanism, Serial No. 1 245356, filed February15, 1950.

It is an object of the invention to provide a control system of thischaracter for use on rail-- road trains and the like having means forauto.- matically controlling thebrakes of the train upon which it isinstalled and is adapted to sound an alarm upon the occurrence of anabnormally hot journal bearing on the train, there being thermalresponsive means for effecting said alarm.

Another obiect of the invention is to provide a system of this characterwherein said thermal responsive means will also effect automatic settingof the train. brakes within a short period of time after said signalsounds unless the engineer takes appropriate action.

Still another object of the invention is to provide a device of thischaracter wherein the thermal responsive means comprises thermostats inthe respective journal boxes of the train units for providing a controlfor the electrical systernand said thermostats may be located inchambers in the brass of the respective bearings.

In journal boxes having roller bearings, the

thermostats may be placed in any suitable position close to the journalwhere it will be heated immediately upon the journal becomingoverheated.

A further object of the invention is to provide, in a control system. ofthis character, contacts so constructed and arranged as to have a Wipingaction in order to remove any corrosion which may occur.

A still. further object of the invention is to provide an arrangementwhich will operate within a suitable temperature range, as for example,a range from approximately 309 F. minimum to anproxiinately 359 F.maximum, and which will oicerate within said range at both slow and fastrates of bearing heating.

Another object of the invention is to-provide an arrangement of thischaracter which may be eas- 11:; tested and which will require verylittle in the way of inspection and maintenance.

Still another object of the invention is to provide an arrange-merito1this character having imbroved means for entering the journal boxes withthe electrical wiring, which will provide a more certain ground, andwhich may be easily replaced iiclamaged.

Still anotherobject of the invention is to-provide an arrangement ofthis character'wherein there is a manual control for signalling theengineer withoutsetting of the brakes;

it has also been found'to be desirable for the conductor, who-is usuallyon the rearacar (ca boose) of a freight train, to be-able to-talkdiirectly with the engineer in the engine cab as other types of signalsare at times-hard toapass on or see and frequently-train time isllostby. the engineer waiting for the signal.

It is therefore still another objectof the 131188?- ent invention toprovide. telephonic 1 means,- con;-

nected into the rest or. the control circuit,. by means of which theconductor or other trainman may talk from such rear unit of thetrainadirectly' with the engineer in his enginecabn Further objects anda'dvantagesof the inyen tion will be brought out in thefollowingpart,of-

the specification.

Referring to the drawings, which are for i1lus--' trative purposes only;

Fig. l is a diagrammatic view of an electrical control system embodyingthe present i1 1ven Fig.2 is a diagrammatic elevationalview of -acartruck showing the installation of parts ofthepresent system;

Fig. 3 is a fragmentary end view of the car truck showing said parts ofthe inventionj Fig. 4. is a diagrammatic side View, partially 'msection, showing a journal box-with a switch box, electrical conduit,fitting, and conduit leading into said journalbon Fig. 5 isa top view ofthe brass ofthe bear.- ing with the lugs thereof drilled to receive thethermostat element; 7'

Fig. 6'is an outer endview of a journal box with a chambered brassmountedthereon; Fig. 6a is an enlarged fragmentary end view of alug ofthe brass;

Fig. 7 is aside elevation and lpartial sectional view of the journalWith the brass "mounted thereon;

ofthermostaticelementj Fig. 13 is a sectional view, taken on line l3--I3of Fig. 12;

Fig. 14 is a sectional view, taken on line i4-i4 of Fig. 12;

Fig. 15 is an outer end view of a lug on the brass showing anotheralternative type of thermostatic element;

Fig. 16 is a side elevational view, partially in section, of thearrangement shown in Fig. 15; and

Fig. 1'7 is a sectional view, taken on line il-Il of Fig. 16.

Throughout the drawings similar reference characters represent similarparts although Where such parts are modified in structure or operationthey are given a further diifering reference character.

Referring more particularly to Fig. 1 the portion of the electricalsystem indicated by the character A is preferably installed on theengine; that portion indicated by B is installed on each car; and theportion indicated by the character C is preferably on the last car ofthe train.

Throughout the drawings it is to be understood that all grounds aregrounded to the frame of the respective train units. All grounds arepreferably welded to the frame or to such part as they are connected to.

It is to be noted that portions of the electrical system shown hereinare similar to that disclosed in my Patent No. 2,391,228, issuedDecember 18, 1945, and will be described herein but briefly.

The primary electrical system includes a source of power, such as astorage battery 20 having its negative terminal grounded at 22. Thepositive terminal is adapted to be connected to a motor 24 by insulatedwires 26, 28 and 30, the motor being grounded at 32, there being amanually operated switch 33 interposed in the wire 26.

Interposed in the connection between the battery and the motor, and moreparticularly between the switch 33 and the motor, is a delayed actioncircuit breaker 34 and a main control switch 36 urged open by a yieldingmeans such as spring 31, said switch 36 being a two position one havin acontact 36a for the wire 30 and another contact 361) for a purposehereinafter described.

An electrical generator 38, operated by any suitable means such as asteam turbine or the like, is grounded at 40 and is adapted to beconnected with the wire 26 by means of a circuit system which will bedescribed later, said generator being adapted to supply current foroperatin the electrical control system and/or for charging the storagebattery 20.

A signal bell 44 may, if desired, be included on the engine and isconnected to wire 30 by a wire 46, said bell being grounded at 48. Themotor 24 is connected by any suitable well known means, such as gearingor the like, to an air valve 50 controlling the pipe line 52 of the airbrake system of the train.

It should be borne in mind that the wires of the main circuit, whichcarry a heavy load, are relatively large to eliminate undue resistanceand possible overheating when the battery delivers full power.

The control circuit includes a magnet 56 for actuating the switch 36,said magnet acting on a hinged bar 58 of iron or other suitable materialwhich comprises part of said switch. Buttons 60 and B2 of insulatingmaterial may be attached to the magnet and the bar 58 respectively, saidbuttons being arranged to form a stop for limiting movement of the bar.The magnet is connected to wire 28 by a wire 64 which leaves the magnetat 65 and is adapted to be connected to an insulated wire 66 on theadjacent car by means of a hermaphrodite split plug 10 which is fullydescribed in said Patent No. 2,391,228 as well as in my copendingapplication for Connectors for Electric Circuits, Ser. No. 623,813,filed October 22, 1945, now Patent No. 2,555,683, issued June 5, 1951,in which application said plug is being claimed.

Wire 66 runs the full length of the car and is adapted to be connectedto the wire 66 of the next car by a similar plug 70. The wires 66 of thecars may be relatively small if desired thus holding the cost to aminimum.

Each car is provided with switches 12, there being a switch 12 securedadjacent the respective ends of the usual spring plates 74 (Fig. 3) ofthe car trucks at each end of the cars, said switches 12 being connectedby wires 16 to the wires 66 and are grounded at I33, a more detaileddescription of the switches being given in said Patent No. 2,391,228.

For passenger cars a signal light 18 may be installed, said signal beinggrounded at and connected to wire 66 by means of a wire 182 which has aswitch 84 interposed therein, said switch 84 being shown as controlledby a solenoid I86 although a magnet or other suitable means may be usedto actuate same.

In order to insure an electrical connection between the frames ofadjacent cars, wires 88 are grounded at 92 to the respective frames andsaid wires are connected together through the plugs Hi. This connectionprovides a positive flow of current throughout the control circuit, andthe arrangement is particularly desirable to insure an electricalconnection between the cars should said cars have loose draw-bars andcoupling pins and be passing over insulated joints of th track whenderailment occurs. If such an arrangement were absent under suchcircumstances there might be a delay in the setting of the brakes andsevere damage to equipment or personnel and passengers might result.

As shown in the drawings the car at the rear of the train is providedwith a switch 96 adapted to connect wire 66 of said car to ground 98 bymeans of contact and wire 9?. If desired, such a switch and ground mayalso be included in the control circuit of other cars. This switch isprovided to permit manual closing of the control circuit to effectsetting of the brakes in case the engineer fails to see a hand signal orshould such settin of the brakes be desirable for any other reason. Theswitch 95 may also be closed to test the control circuit and ittherefore provides a simple and elfective means for making such a test.It is to be understood, of course, that the rear car circuit preferablyalso includes the switches 12 as shown for the cars at B.

The switches 72 each comprise a resilient winged member secured to theunder side of the spring plate 74 and insulated therefrom by a block E28(Fig. 3) of any well known type of electrical insulating material suchas Bakelite or the like. The winged member includes wings I30 which areoppositely disposed and downwardly inclined and are adapted, whendeformed upwardly, to contact switch members I32 fixed to opposite sidesof the spring plate 14 by any suitable means such as rivets or the like.Each part has a horizontal portion which normally lies parallel withrails I31 and such parts may terminate in upwardly inclined free endportions. It is to be understood that the members I32 are grounded tothe spring plates I4 which form part of the underframe of the respectivcars, the grounding of said members being shown at I33 in Fig. 1. Thewinged member of each switch I2 is connected to wire 66 by a wire 16.

The spring plates are customarily installed between the front and rearwheels I38 and ME) respectively of each truck of a car, as shown in Fig.3, the truck being disposed-adjacent the respec-. tive ends of the cars.An end view of a spring plate of a truck, with the switches 12 mountedthereon, is shown in Fig. 2 and it will be noted that said switches aredisposed outwardly of and above the top plane of the adjacent rails I31.

The above described system is an open circuit arrangement whereinnormally there is no current flowing therethrough and the operationthereof is as follows:

The delayed circuit breaker 34 and hand operated switch 33 are normallyclosed and the switch 36 is normally open as well as the switches I2 andthe manual control switch 96. However, should a derailment occur thewheels of one side of one or more car trucks will fall outside the railswhile the wheels on the other side will drop between said rails. Thelower horizontal parts I38 of the switch I2 disposed between the latterset of wheels will strike the adjacent rail and will be thereby forcedupward into contact with the members I32 of said switch thus closing thecontrol circuit and causing magnet 55 to draw bar 53 toward it so as toclose the main circuit switch 36. Upon closing of said switch 36 themotor 24 is supplied with current and is caused to operate, therebyopening valve 58 of the air brake system. The brakes are thus set and asthe valve 59 is located on the engine at the head of the train thebrakes at said head are set first, which is the most desirablearrangement, the brakes on th rest of the cars being progressively settoward the rear end of the train.

At the time the control circuit is closed the solenoid I86 is energizedto close switch 86, thus turning on the warning light 18. If such alight is installed in each car of apassenger train the passengers of therespective cars are given a warning Signal that an emergency setting ofthe brakesis being made. The warning bell M is also caused to operate,said bell being energized when the switch 36 is closed. The engineer isthus automatically given a signal to shut off the motive power of theengine. It is to be noted that the signal light I8 is primarily intendedfor passenger trains and may be eliminated if desired, particularly fromfreight cars.

However, if desired, the motor 24 may also be connected by gearing orthe like with the motive power control whereby said motive power,whether steam, electricity, or an internal cornbustion engine or thelike, is shut off automatically and simultaneously with the setting ofthe brakes. It is also to be understood that if desired substitutionsmay be made for various parts of the system. For example, a solenoid maybe used instead of magnet 56; a light may be used instead of the bell44%; or a magnet may be used in place of solenoid I86. Other similarsubstitutions may also be made for these and other parts.

The delayed circuit breaker 3 1 is interposed in the main circuit tobreak said circuit after the valve 50 has been opened by the motor andthe brakes of 'thetrain have been applied. An'alternative arrangementmay include a self-protected motorized valve for the air line controland such a valve may be so designed and constructed as to break the maincircuit when the valve is opened, thus efiecting de-energization of themagnet 56 and allowing the switch 35 to'return to its normal openposition. The circuit breaker 34 could then be dispensed with.

The circuit between the generator 38 and wire 26 includes a voltageregulator, current limiter and reverse current cut out, indicatedrespectively at His, I48 and IE0. These elements are of well knowncharacter, and function in the well known manner so no detaileddescription thereof will be made.

As above mentioned the switch 33, interposed in the wire 26, is anormally closed, manually operated switch. The purpose of this switch 33is to permit the cutting out of the entire electrical control system incase the engineer in his cab decides to halt an application of thebrakes as he may do upon receiving a hot box alarm or warning from bellI52.

Means are provided, in connection with the I above described controlsystem, for automatically giving a warning of a hot box or bearing andfor thereafter automatically effecting setting of the brakes of thetrain if the engineer fails to act promptly in setting the brakes.

The hot box alarm or bell I52 is provided and is connected by a wire I54to the contact 3612 of the switch 36, said bellbeing connected to groundI56 by awire I58.

Each journal box of each car is provided with a thermostat its, whichwill be more fully described hereinafter, and each thermostat controls aswitch I62 having a movable lever or contact led, operated by saidthermostat I60, and a fixed contact I55, the lever I64 being connectedto ground its by a Wire Hi]. The contacts I66 are connected by wires I72to one end of a resistor or resistance unit IIII of a control device,indicated generally at I16. The other end of said resistance unit isconnected by a wire I'IB to the wire said wire He also being connectedto a fixed contact H59 which is adapted to be engaged by a contact I82of the movable end of a thermostatic element, indicated generally atI85, which may be of bimetal or other suitable character and which isconnected to the resistor unit adjacent to the first mentioned endthereof. The contacts I86 and I82 and the thermostatic element I84comprise a thermostatic switch which is normally open and which will bemore fully described hereinafter. However, it is to be noted that whenthis switch is closed the resistor unit is out of the electrical circuitand when said switch is open said unit becomes an effective part of saidcircuit.

If desired, the manually operated switch may have a second contact, 9G,connected to one end of a resistor unit I98, the other end of said unitbeing connected to ground at I92.

There may be one such switch 86 on each train, generally on the rearunit or car thereof, although if desired, as on a passenger train, theremay be one of these switches on each car.

Referring to Figs. 2 and 3, there are shown portions of a car truckhaving journal boxes I96 with covers I98 of well known character.Included in each journal is the brass 2530, Figs. 5, 6 and 7, on theadjacent end portion of axles 202. Each brass has oppositely disposedlugs 284 having bores 206 extending longitudinally therein and in whichare received thermostats I60. There is .a bore 205 in each lug so thatthe brass may be used for either'the right hand or left hand journalbox, but it is to be understood that there is contemplated but onethermostat Hill for each brass.

The wires connected to the thermostatic switches [62 are housed inweather proof conduits, each including a tube 2%, elbow Zlil, fitting H2and flexible tube El i leading through the wall of the respectivejournal boxes and into the housing 22!), Figs. 2, a and 9.

Referring to Figs. 8, 9, and 11, which show the thermostatic unit Hilland switch m2 controlled thereby, the thermostatic unit comprises acoiled metal element 2H3 disposed within a frame 2!? having a pluralityof longitudinally extending arms 2 i t which are T -shaped incrosssection. Oppositely disposed arms Bit are connected together at oneend of the unit by integral members 228 which cross at said end and arefastened together at the point of intersection by a rivet 222 or thelike. The adjacent end of the element 215 is also secured to the crossedmembers by said rivet 222. The opposite ends of the arms 218 are securedto the adjacent wall 225 of housing 226 in which the switch is located.The thermostat unit is disposed within an opening 206 in a lug 28 3 ofthe brass with the frame arms received in the T-shaped slots of saidopening. When the thermostatic unit is in position in the opening 2% thewall 226 of the switch nousing is positioned against a gasket 233 whichlies between said wall and the adjacent end of the lug 206, whichreceives said thermostatic unit.

Means for securing the assembly (thermostat It!) and switch I62) in.position is also provided, and, as shown, comprises a spring latchhaving one end secured at to the top of the housing 226, said top beingsubstantially flush with the top of the lug. The latch extends over thetop of the lug and is provided with a hooklike end 236 which is receivedin a recess 2% in the top of the lug.

The switch end of the metallic thermostat element Hill is pivotallyconnected at to a lever 249 in the housing 223, said lever being pivotedat 242 to a bracket E il secured to the fixed bottom wall portion 2-35of said housing.

The opposite end or lever is pivotally connectcd to a second lever,which is the lever Hi l, by means of links 2:23 and pivot pins The endof lever lii i, adjacent its connection with lever 249, is turned ortwisted, at 90 and is secured to a bracket 2% by pivot pin Bella or thelike, said bracket being riveted or otherwise suitably secured to thetop wall of the housing The housing 226 has a cover 256 which includes apart 251, forming the front wall of the housing 226, and a part 258which forms a portion of the bottom wall of said housing. The part ishinged at 259 so that the housing may be opened for inspection, testingand/or repair of switch I62. The part 253 of the cover 255 is providedwith a resilient spring latching member 260 adapted to engage a smallboss Bill of the fixed bottom wall portion 245. The cover 253 istherefore releasably secured in the closed position.

Contact I66 is located within the housing and is so positioned as to becontacted by lever 164, said contact I56 comprising a pair of resillent,spaced, winged contact members into secured to the lower end of a springmember by rivets 264 or the like, the upper end of said spring member262 being insulatably secured at 266 to the top wall of housing 226. Thecontact members [56a are insulated from the adjacent cover part 251 byan insulating stop 268 secured to said part 25l. Wire H2 is soldered orotherwise suitably secured to spring member 262 and ground wire H0 issoldered or otherwise suitably secured to lever I66. As the lever 262 isof resilient material it may be resiliently moved by hand so as to causethe contact N36 to engage the lever [64 when testing the unit after thecover 255 has been lifted.

Should a hot box occur, heat from the journal brass 200 heats up thethermostatic unit and thermostatic element 2H5 expands more than itsframe, resulting in the left hand end, as shown in Fig. 9, moving towardthe left, through an opening 210 in housing 226 and causing the free endof lever 24E! to move in a counterclockwise direction. This eifects aclockwise movement of lever H54 until the free end thereof entersbetween the contact members IBGa with a wiping movement thereby closingthe switch I62. The wiping movement of the switch member I84 cleans thecontacts of corrosion and the like and thereby provides an effective andsure contact.

When the switch IE2 is closed the control circuit is energized, saidcircuit including the resistor element 1 M and the wires 38. Because theresistor element I'M is included in the circuit the power transmittedthrough the circuit is less than the normal full output of the battery20 so that the magnet 56 will attract the bar 58 of switch 38 onlysufficiently to cause said bar or switch element to engage contact 3517.This will result in energization of bell I52 which then sounds an alarmindicating there is a hot box on one of the train units.

Upon energization of the control circuit the resistor [l4 begins to heatup and warm the thermostat 434. Should the engineer then fall to actwithin a short period of time after bell I52 has sounded, as forexample, one and a half or two minutes, the thermostat 284 will besufficiently warmed up so that its free end, carrying contact Hi2, willmove so that said contact will engage the contact Hit. Thereupon theresistor will be cut out of the circuit and more power from battery 20will flow through the control circuit and cause magnet 56 to furtherattract the bar 58 so that it will engage contact 3611 and effectenergization of the motor 24 which will operate the valve 50 and causethe air brake system to apply the brakes or the train.

Upon cooling of element 2l8 the end thereof connected with the lever 240moves toward the right and draws said lever and the lever I64 back totheir normal position.

It is to be noted that while the contacts I and 32 are shown as touchcontacts in the drawings this invention contemplates the use of contactswhich will make with a wiping action as in the case of contacts H34 andNita.

The switch 93 is provided so that should one of the trainmen wish tosound alarm I52 said switch may be manually moved to contact 59, therebycompleting the control circuit through resistor is?) which is ofsubstantially the same resistance as resistor lid. Thus only asufficient amount of current will flow through the control circuit toeilect closing of the circuit for the bell I52. Should the contact 95 beengaged by the switch member 9% greater power will be supplied to magnet56 for effecting setting of the brakes.

In the alternative arrangement of the thermostatic journal box elementshown in Figs. 12, 13 and 14, the thermostatic element is indicated at212 and comprises a corrugated liquid filled,

sealed tube which is shown as soldered or brazed at the inner end, as at214, to the adjacent parts of, the. frame 211. The opposite end of theelement 212 is provided with an axial rod 215 which projects through theopening 2'|0 in housing 226 and has a hole 216 therein adjacent its endfor reception of a pin to provide a pivotal connection with the lever249 for actuation thereof.

In the alternative arrangement shown in Figs. 15, 16 and 17, thethermostatic element is a bimetallic strip, indicated at 218, disposedin a tube 219 received in the opening 209 of the journal. box brass. Thetube 219 is provided at its inner end with a plug 280 having an oblongopening in which the inner end of the bi-metallic element 218 is securedin any suitable well known manner. The free end of the element 219 has apin and slot connection 282 with the adjacent end of twin levers orcontact members I941: which are pivoted at 284, intermediate their ends,to the lower end of a supporting strip 295, the upper end of said strip285 being secured by rivets 29l 'or the like to the top wall of thehousing 226.

When the free end of thermostatic element 2E9 moves upwardly the freeends of levers [9411 move in a counterclockwise direction forcontacting, with a wiping motion, the contact member $911. Contactmember 166d is insulatably secured to housing 226a at 22 5b and groundwire I is suitably secured to l64a whereas wire H2 is fastened intoelectrical contact with IBM.

Downward movement of the free end of the bi-metallic element 218reverses the movement of lever H541; and results in opening of theswitch The present invention also includes a telephone system connectedinto the above described electrical system and is operable without otherwiring through the train. As the telephone circuits and parts are wellknown they will be but briefly described.

There are two parts to said telephone system shown, one part or station280, being on the engine and the other part or station, 282, being atthe rear of the train. Directly connected intermediate stations of theplug in type may also be provided if desired.

Each station is provided with a repeating coil 2-9I, the coil of station289 being connected by a wire 292 with the wire 65 and the coil ofstation 282 being connected by a corresponding wire with the wire 66.

The repeating coil of each station has a wire connection 293 with aground 294 which. connection includes a condenser 295 and a freeze plug,or fuse 296. From the repeating coil of each station are the wires 2.91and 298 having connections with the usual bell 299, a hand crankedmagneto 300 and receiver 394. Interposed in wire 29! is a condenser 99!,said wiring leading to the switch 302 controlled by the usual hook 303for the receiver 394. There is also provided a transmitter 305 andinduction coil 3% having primary and secondary windings 30'! and 308respectively. The transmitters 30.5 are supplied with direct current bybatteries 309 for the primary circuits.

The telephones are preferably of the conventional wall type and work thesame with the exception that the message is carried over the secondarycircuit of the control system instead of over a separate wire. Thereturn is through the ground or frames et cetera of the cars of thetrain. For example, station 2230 delivers the message in the.conventional form of electric current to repeating coil 29!, by way ofwires 29'! and 298, whereupon coil 29! induces a like electric currentinto wire 292 and thence to wire 65, wire 69 and wire 292 of therepeating coil 29l of station 202 whereat a like current is induced inthe wires 291 and 298 of that station for actuating the receiver 304thereof.

The condensers 295 prevent the direct current from battery 20 in wires9'5, 66 and 292 from reaching ground 294.

Should a condenser 295 become cracked or otherwise leak the directcurrent from battery 20 through to ground 294, the respective fuse 296will burn out and break the circuit before the brakes of the train canbe set by switch 36.

It is to be understood that the telephones use an all metallic circuitthrough the ground, as the grounds 294 are connected to the underframeof the engine and cars of the train.

I claim:

1. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an automatic brake systemincluding means for directly controlling said automatic brake system: amain control system including a source of power; electrically operablemeans for actuating the means for directly controlling the automaticsystem; means, including a main switch, adapted to connect theelectrically operable means with the source of power; a control circuitextending substantially the length of the train; electrically actuatedmeans connected with the control circuit and adapted to be controlledthereby, said electrically actuated means being so constructed andarranged as to actuate the main switch; a control circuit switch havinga movable switch member and a contact member having a resilient supportwhereby the latter contact member may be manually urged into engagementwith the movable switch member; and a temperature responsive device foractuating the movable switch member of said control circuit switch, saidtemperature responsive device being located adjacent a journal of thetrain and being responsive to the temperature thereof.

2. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an automatic brake systemincluding means for directly controlling said automatic brake system: amain control system including a source of power; electrically operablemeans for actuating the means for directly controlling the automaticsystem; means, including a main switch, adapted to connect theelectrically operable means with the source of power; a control circuitextending substantially the length of the train; electrically actuatedmeans connected with the control circuit and adapted to be controlledthereby, said electrically actuated means being so constructed andarranged as to actuate the main switch; a control circuit switch havinga movable switch member and a contact member having a resilient supportwhereby said contact member may be manually urged into engagement withthe movable switch element for testing the system; a temperatureresponsive device for actuating the movable switch member of saidcontrol circuit switch, said temperature responsive device being locatedadjacent a journal of the train and being responsive to the temperaturethereof; and a switch box having a hinged cover and releasable latchingmeans therefor, said switch box being disposed within the journalhousing of a train unit and housing the control circuit switch.

3. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an automatic brake system in--cluding means for directly controlling said automatic brake system: amain control system including a source of power; electrically operablemeans for actuating the means for directly controlling the automaticsystem; means, including a main switch, adapted to connect theelectrical- 1y operable means with the source of power; a controlcircuit extending substantially the length of the train: electricallyact ated means connected with the control circuit and adapted to becontrolled thereby, said electrically actuated means being soconstructed and arranged as to actuate the main switch; a controlcircuit switch;

a temperature responsive device for controlling said control circuitswitch, said tem erature responsive device being located in an openingprovided therefor in a brass of a train unit journal and responsive tothe temperature thereof; a switch box having a hinged cover, said switchbox being disposed within the housing of said journal and housing thecontrol circuit switch; and a releasable latch for attaching the switchbox to the end of the journal brass.

4. In an electrical system for controlling the application of the brakesof railroad. trains and the like having journal boxes, said trains alsohaving an automatic brake system including means for directlycontrolling said automatic system: a main control system including asource of power; electrically operable means for controlling the meansfor directly controlling the automatic system; an electrical alarmsignal; a main switch having a contact for connecting the source ofpower with the a-larm signal and a contact for connecting said source ofpower with said electrically operable means; a control circuit extending substantially the length of the train; electrically actuatedmeans connected with the control circuit and adapted to be controlledthereby, said electrically actuated means being adapted to actuate themain switch to connect the source of power with the alarm signal whenenergized from said source by power of a predetermined value and toactuate said main switch to connect said source of power with theelectrically operable means when energized from said source by power ofanother predetermined value; a control circuit switch for said controlcircuit; a thermostatic element for controlling said control circuitswitch, said thermostatic element being positioned adjacent a journalbox of the train so as to be responsive to the temperature there-- of; aresistance element interposed between the control circuit switch andsaid control circuit; a resistance element out out switch; and atemperature responsive device, responsive to the term perature of saidresistance element, for control ling said out out switch.

5. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an air brake system including anair valve controlling the air line, said train comprising a plurality ofunits: a main control system including a source of electric power;electrically operable means for actuating the air valve; an electricallyoperated alarm signal; a main switch having one position for connectingthe source of power with the alarm signal and another position forconnecting said source of power with the electrically operable means; a

control circuit extending substantially the length of the train withportions of said circuit on said units; electrically actuated meansconnected with the control circuit and controlled thereby, saidelectrically actuated means being so constructed and arranged as toactuate the main switch to said one position when energized by power ofa predetermined value and to actuate said main switch to the otherposition when energized by power of a higher predetermined value; aresist ance element having one end connected with the control circuit; anormally open control circuit switch connected with the other end ofsaid resistance element; a thermostatic element for controlling thecontrol circuit switch, said thermostatic element being located adjacenta journal. bearing of a train unit so as to be subjected to thetemperature thereof and to close the con-- trol circuit switch when thejournal becomes overheated; a normally open resistance element cut outswitch; and a temperature responsive de-- vice responsive to thetemperature of the resistance element and adapted to close said out outswitch when the temperature of the resistance element rises above apredetermined value.

6. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an automatic brake systemincluding means for directly controlling said automatic brake system: amain control system including a source of power; electrically operablemeans for actuating means for directly controlling the automatic system;means, including a main switch, adapted to connect the electricallyoperable means with the source of power; a control circuit extendingsubstantially the length of the train; electrically actuated meansconnected with the control circuit and adapted to be con trolledthereby, said electrically actuated means being so constructed andarranged as to actuate the main switch; a control circuit switch havinga movable switch member and a contact member having a resilient supportwhereby said contact member may be manually urged into frictionalengagement with the movable switch member for testing the system; and atemperature responsive device operable to actuate said movable switchmember, said temperature responsive device being located adjacent ajournal of the train and responsive to the temperature thereof.

7. In an electrical system for controlling the application of the brakesof railroad trains and the like, having an automatic brake systemincluding means for directly controlling the automatic system: a mainelectrical control system including a source of power; electricallyoperable means for controlling the means for directly controlling theautomatic system; an electrical alarm signal; a main switch having acontact for connecting the source of power with the alarm signal and acontact for connecting said source of power with said electricallyoperable means; a control circuit extending substantially the length ofthe train; electrically actuated means connected with the controlcircuit and adapted to be controlled thereby, said electrically actuatedmeans being adapted to actuate the main switch to connect the source ofpower with the alarm signal when energized by power of a predeterminedvalue and to actuate said main switch to connect said source of powerwith the electrically operable means when energized by power of anotherpredetermined value; a resistance element in said control circuit; anormally open temperature responsive journal box switch, responsive toan increase in the temperature of said journal box for energizing thecontrol circuit; and a temperature responsive resistance element cut outswitch located adjacent to said resistance element, said out out switchbeing adapted when heated by said resistance element, to move to aposition Whereat the resistance element is bypassed.

LESLIE DAY.

REFERENCES CITED The following references are of record in the file ofthis patent:

Number 14 UNITED STATES PATENTS Name Date McWilliams et a1. Feb. 20,1912 Walker Dec. 23, 1924 Siperek June 2, 1925 Wensley Oct. 27, 1925Faus July 25, 1933 Ziegler July 4, 1939 Knos Oct. 31, 1939 BaughmanSept. 25, 1945 Day Dec. 18, 1945

